djseven builds one sexy FD
Also, sadly I let go of my 94 SSM R2 with 64k original miles. Had all the typical upgrades(BNRs, Coilovers, Wheels etc). My wife said if I ever had a nice(AC, Comfortable) FD she might actually like it and ride in it, that proved to be false. 
I sold it to a forum member in the military who is actually putting miles on it and not letting it sit like I did. I always wanted a SSM R2 so can mark that off the list. Maybe a 95 SSM R2 unicorn will appear someday for me to snag up.
I sold it to a forum member in the military who is actually putting miles on it and not letting it sit like I did. I always wanted a SSM R2 so can mark that off the list. Maybe a 95 SSM R2 unicorn will appear someday for me to snag up.
Got my rotors back from Addicted Performance and will try to get pics of them up this weekend. The heat index has been 105+ degrees for literally the last month straight in Middle TN so no progress has been made on the car.
I did pick up a new toy this week that will compliment the FD nicely and have attached a pic. Grabbed it before the prices went any higher.
I did pick up a new toy this week that will compliment the FD nicely and have attached a pic. Grabbed it before the prices went any higher.
Haha. Yep I finally bought one after making fun of them and their owners for over a decade. I've been around them for a long time and like them, but don't love them. It's 94 6 speed Targa with 77k miles. Single, coilovers, wheels etc. Needs upgraded fuel and a couple other things to be crazy. Turbo is a 76/75 precision which is over kill for me so I will be down sizing.
I'm happy with it overall and have no immediate plans for it. I think they are just going higher and higher in value so I jumped on one.
I'm happy with it overall and have no immediate plans for it. I think they are just going higher and higher in value so I jumped on one.
A lot of cleaning has taken place the last several days in the engine bay and it was drastically needed. Multiple wasps nests and all kinds of leaves and gunk from years of abuse.
Alex Rodriguez ABS Delete installed(Not fully in the pics), AC removed(decided not to keep it), Factory oil cooler removed and windshield wipers and motor removed as well.
Installed factory red fenders and ripped off side skirts from side of the car. Not a lot of progress but with all that is going on I am happy I got to spend a couple nights messing with it.
Will be installing Sake Bomb 19 row oil cooler kit and GTC Front bumper as well hopefully later this week.
Alex Rodriguez ABS Delete installed(Not fully in the pics), AC removed(decided not to keep it), Factory oil cooler removed and windshield wipers and motor removed as well.
Installed factory red fenders and ripped off side skirts from side of the car. Not a lot of progress but with all that is going on I am happy I got to spend a couple nights messing with it.
Will be installing Sake Bomb 19 row oil cooler kit and GTC Front bumper as well hopefully later this week.
Big thanks to Addicted Performance Unlimited for taking care of my rotors for me. They have been side clearanced, lightened and balanced along with new bearings installed.
Joined: Mar 2001
Posts: 30,807
Likes: 648
From: FL-->NJ/NYC again!
The before and after shots of the engine bay reflect a lot of elbow grease with those nice strong arms of yours 
I'll bet that Supra sees full boost somewhere north of 5000 rpm eh
?
I'll bet that Supra sees full boost somewhere north of 5000 rpm eh
?
Just scored these Kinesis K18s for a really good deal while browsing the Supra forums. They should fit the FD nicely. 18x10 +47 fronts and 18x12 +24 rears. Stoked about this find. My last FD had Kinesis wheels as well and its hard to beat the quality. When you see them in person you can tell they aren't cheap.
Last edited by djseven; Aug 7, 2015 at 11:25 AM.
Goal for the FD Ill admit is a little up in the air. I usually put together a plan and try to stick to it. This will be an experimental car in a lot of ways. Currently the plan is stockish port, low idle, tolerable clutch and drive smooth. Yet, look really rowdy and be very simplified and light. I think I am going to stick it out with the 9180EFR turbo but imagine it will ultimately end up being too laggy for my taste. The few results I have seen of the 9180 seemed to be "over hyped" for sales purposes. I really dont think it will spool even remotely the same as the 8374.
The interior is still a toss up. I bought some custom thin Alex Rodriguez door panels that look really slick and offer a little more room for a wider race seat. Even the Sparco Torino 2s in the supra, which are wide for a race seat, are too tight for my preference. I'm 6' tall and 210 lbs and have a difficult time finding any race seat I can tolerate more than a couple minutes.
As for the Supra, I have spent a lot of time around them and fair amount of time driving them for the last 10 years. I bought mine because it was a great deal, black, original 6 speed with somewhat low mileage. The turbo is hilariously laggy and ruins the car in my opinion. The build quality is great compared to the FD but the driving experience isnt the same. The supra does handle amazing with the 275s/295s on the corners but doesnt have that same raw feel of the FD. I will downsize the turbo, reinstall the factory seats and probably sit on the car for awhile. I've really got too much going on at the moment to focus on it but its nice to have sitting in the garage ready to drive whenever I want.
Last edited by djseven; Aug 7, 2015 at 11:19 AM.
I like the idea of a Porsche Clubsport version of the FD with door cards and rubber mats instead of carpets and no air. The 9180 could be okay, but I don't like any lag at all.
I'd bet the Supra rides like a Lexus should, but is both actually heavier, but feels much heavier? Bet its pretty comfortable and has a great stereo and air conditioning.
G
I'd bet the Supra rides like a Lexus should, but is both actually heavier, but feels much heavier? Bet its pretty comfortable and has a great stereo and air conditioning.
G
Yes, ride quality is great and AC is ice cold even on a 95 degree day. It definitely doesnt feel "heavy" but it doesnt compare to the FD either. I like the car, it just isnt an FD. I dont think another vehicle on 4 wheels will ever give me the same feel.
I would love to pick up a late 70s early 80s 911sc or widebody but feel Ive missed the boat on those. The prices are just too inflated for the actual value I see in them personally
I think I am going to stick it out with the 9180EFR turbo but imagine it will ultimately end up being too laggy for my taste. The few results I have seen of the 9180 seemed to be "over hyped" for sales purposes. I really dont think it will spool even remotely the same as the 8374.
Looking at the results I wouldn't say the EFR 9180 is "over hyped". It can provide GT35R low end power (120rwhp+ by 3,000rpm) with 500hp + power potential.
However, I would say the EFR 8374 is a much better fit for the rotary as it redefines single turbo powerband in terms of low rpm boost/torque while having 450hp + potential.
You just can't get away from "lag" with big compressor because to make boost in the low engine rpms you are trying to operate it past the surge line.
It doesn't have anything to do with being able to spin the turbo up (how we traditionally think of lag).
Even the 8374 is riding the surge line to get its low rpm torque/boost on the rotary.
------------
personal rant on compressor surge lines
I went with the EFR 7670 and it provided a little more low rpm boost/torque than the 8374 from the improved surge line, but boost/torque fell on its face in the high rpms due to the lower flow of the small compressor.
I started looking hard at the surge lines and saw the EFR 7163 has a really good fit for high boost on the rotary under 3,000rpm and flows nearly as much as the 7670.
7163 is also more efficient than 7670 at the low? (14psi pump, 25psi race gas) boost I want to run.
With the sequential option already in place on the FD and still available with ECU upgrades I really want to do sequential twin 7163 with the 1st turbo in the stock primary location with IWG and the secondary turbo on an extension tube from the stock manifold rotated from stock with no WG and use most the stock sequential components (BOV and Reliev Valve using EFR BOV).
I understand some people are fed up with the sequential system and just want a simple solution.
That will come when the back to back compressor single turbo that can switch from serial to parallel flow is released- till then we are stuck with sequential for low rpm torque and response because of the compressor surge line.
Looking at the results I wouldn't say the EFR 9180 is "over hyped". It can provide GT35R low end power (120rwhp+ by 3,000rpm) with 500hp + power potential.
However, I would say the EFR 8374 is a much better fit for the rotary as it redefines single turbo powerband in terms of low rpm boost/torque while having 450hp + potential.
You just can't get away from "lag" with big compressor because to make boost in the low engine rpms you are trying to operate it past the surge line.
It doesn't have anything to do with being able to spin the turbo up (how we traditionally think of lag).
Even the 8374 is riding the surge line to get its low rpm torque/boost on the rotary.
------------
personal rant on compressor surge lines
I went with the EFR 7670 and it provided a little more low rpm boost/torque than the 8374 from the improved surge line, but boost/torque fell on its face in the high rpms due to the lower flow of the small compressor.
I started looking hard at the surge lines and saw the EFR 7163 has a really good fit for high boost on the rotary under 3,000rpm and flows nearly as much as the 7670.
7163 is also more efficient than 7670 at the low? (14psi pump, 25psi race gas) boost I want to run.
With the sequential option already in place on the FD and still available with ECU upgrades I really want to do sequential twin 7163 with the 1st turbo in the stock primary location with IWG and the secondary turbo on an extension tube from the stock manifold rotated from stock with no WG and use most the stock sequential components (BOV and Reliev Valve using EFR BOV).
I understand some people are fed up with the sequential system and just want a simple solution.
That will come when the back to back compressor single turbo that can switch from serial to parallel flow is released- till then we are stuck with sequential for low rpm torque and response because of the compressor surge line.
Don't get me wrong, I still believe the 9180 is a great turbo. I just think a certain person is making claims about spool/response that they themselves cant prove nor can anyone else who has actually tuned/dynoed the turbo. I don't want to get in a pissing match with anyone over it, the EFR technology line is still brilliant on a rotary. I was just told one thing and yet no one can make it perform like advertised. It was wishful thinking all along but I never expected the 8374 results that everyone was getting so I figured maybe it was possible.
I love the idea of a sequential setup with aftermarket twins but I dont love teh idea of using the factory manifold/controls. There has to be a better/simpler way.
I love the idea of a sequential setup with aftermarket twins but I dont love teh idea of using the factory manifold/controls. There has to be a better/simpler way.
I think I am going to stick it out with the 9180EFR turbo but imagine it will ultimately end up being too laggy for my taste. The few results I have seen of the 9180 seemed to be "over hyped" for sales purposes. I really dont think it will spool even remotely the same as the 8374.
Looking at the results I wouldn't say the EFR 9180 is "over hyped". It can provide GT35R low end power (120rwhp+ by 3,000rpm) with 500hp + power potential.
However, I would say the EFR 8374 is a much better fit for the rotary as it redefines single turbo powerband in terms of low rpm boost/torque while having 450hp + potential.
You just can't get away from "lag" with big compressor because to make boost in the low engine rpms you are trying to operate it past the surge line.
It doesn't have anything to do with being able to spin the turbo up (how we traditionally think of lag).
Even the 8374 is riding the surge line to get its low rpm torque/boost on the rotary.
------------
personal rant on compressor surge lines
I went with the EFR 7670 and it provided a little more low rpm boost/torque than the 8374 from the improved surge line, but boost/torque fell on its face in the high rpms due to the lower flow of the small compressor.
I started looking hard at the surge lines and saw the EFR 7163 has a really good fit for high boost on the rotary under 3,000rpm and flows nearly as much as the 7670.
7163 is also more efficient than 7670 at the low? (14psi pump, 25psi race gas) boost I want to run.
With the sequential option already in place on the FD and still available with ECU upgrades I really want to do sequential twin 7163 with the 1st turbo in the stock primary location with IWG and the secondary turbo on an extension tube from the stock manifold rotated from stock with no WG and use most the stock sequential components (BOV and Reliev Valve using EFR BOV).
I understand some people are fed up with the sequential system and just want a simple solution.
That will come when the back to back compressor single turbo that can switch from serial to parallel flow is released- till then we are stuck with sequential for low rpm torque and response because of the compressor surge line.
Looking at the results I wouldn't say the EFR 9180 is "over hyped". It can provide GT35R low end power (120rwhp+ by 3,000rpm) with 500hp + power potential.
However, I would say the EFR 8374 is a much better fit for the rotary as it redefines single turbo powerband in terms of low rpm boost/torque while having 450hp + potential.
You just can't get away from "lag" with big compressor because to make boost in the low engine rpms you are trying to operate it past the surge line.
It doesn't have anything to do with being able to spin the turbo up (how we traditionally think of lag).
Even the 8374 is riding the surge line to get its low rpm torque/boost on the rotary.
------------
personal rant on compressor surge lines
I went with the EFR 7670 and it provided a little more low rpm boost/torque than the 8374 from the improved surge line, but boost/torque fell on its face in the high rpms due to the lower flow of the small compressor.
I started looking hard at the surge lines and saw the EFR 7163 has a really good fit for high boost on the rotary under 3,000rpm and flows nearly as much as the 7670.
7163 is also more efficient than 7670 at the low? (14psi pump, 25psi race gas) boost I want to run.
With the sequential option already in place on the FD and still available with ECU upgrades I really want to do sequential twin 7163 with the 1st turbo in the stock primary location with IWG and the secondary turbo on an extension tube from the stock manifold rotated from stock with no WG and use most the stock sequential components (BOV and Reliev Valve using EFR BOV).
I understand some people are fed up with the sequential system and just want a simple solution.
That will come when the back to back compressor single turbo that can switch from serial to parallel flow is released- till then we are stuck with sequential for low rpm torque and response because of the compressor surge line.
Regarding 9180
I was just told one thing and yet no one can make it perform like advertised.
Ah, gotcha. We are on same page.
I love the idea of a sequential setup with aftermarket twins but I dont love teh idea of using the factory manifold/controls. There has to be a better/simpler way.
It would be a complicated system if you try to keep it as close to stock appearance/function for emissions compliance. You achieve no simplification.
If you look at it from the same perspective as a single turbo set up- its does get much simpler.
On the electrical/solenoid side-
You keep-
WG control and Pre-Control on the front of the UIM (or ditch them and use dual MBC)
You also need- (from rat's nest)
Turbo control solenoid (exhaust switching actuator)
Charge control solenoid (Intake switching acuator)
Charge relief solenoid (2ndary turbo recirc valve/bov)
On the mechanical side
You need-
Pre-control and Switching valves (both integrated in stock exhaust manifold)
Charge control valve from 2ndary turbo charge pipe.
2ndary turbo EFR BOV becomes perfect Charge relief valve.
One of the 2 vacuum reservoirs (I would choose TB mounted one).
That is it!
----------------------
You ditched-
Fuel pressure regulator control solenoid (ECU mapping replaces)
ACV Relief 1 solenoid (emissions)
ACV Switching solenoid (emissions)
EGR solenoid (emissions)
Double throttle solenoid (driver or ECU mapping replaces)
Possible- Wastegate control solenoid (if MBC)
Possible- Turbo pre-control solenoid (if MBC)
One vacuum reservoir
a bunch of vacuum hoses.
If I actually go through with it and like how it works I will do a detailed write up so its easier to follow along and since Adaptronic is looking to be new standard for sequentials I can include base map even.
I am talking it up though in hopes someone else will do it and I can follow along their in their footsteps more easily.
I was just told one thing and yet no one can make it perform like advertised.
Ah, gotcha. We are on same page.
I love the idea of a sequential setup with aftermarket twins but I dont love teh idea of using the factory manifold/controls. There has to be a better/simpler way.
It would be a complicated system if you try to keep it as close to stock appearance/function for emissions compliance. You achieve no simplification.
If you look at it from the same perspective as a single turbo set up- its does get much simpler.
On the electrical/solenoid side-
You keep-
WG control and Pre-Control on the front of the UIM (or ditch them and use dual MBC)
You also need- (from rat's nest)
Turbo control solenoid (exhaust switching actuator)
Charge control solenoid (Intake switching acuator)
Charge relief solenoid (2ndary turbo recirc valve/bov)
On the mechanical side
You need-
Pre-control and Switching valves (both integrated in stock exhaust manifold)
Charge control valve from 2ndary turbo charge pipe.
2ndary turbo EFR BOV becomes perfect Charge relief valve.
One of the 2 vacuum reservoirs (I would choose TB mounted one).
That is it!
----------------------
You ditched-
Fuel pressure regulator control solenoid (ECU mapping replaces)
ACV Relief 1 solenoid (emissions)
ACV Switching solenoid (emissions)
EGR solenoid (emissions)
Double throttle solenoid (driver or ECU mapping replaces)
Possible- Wastegate control solenoid (if MBC)
Possible- Turbo pre-control solenoid (if MBC)
One vacuum reservoir
a bunch of vacuum hoses.
If I actually go through with it and like how it works I will do a detailed write up so its easier to follow along and since Adaptronic is looking to be new standard for sequentials I can include base map even.
I am talking it up though in hopes someone else will do it and I can follow along their in their footsteps more easily.
Last edited by BLUE TII; Aug 7, 2015 at 02:34 PM.
Pulled a late night last night once my two boys were tucked away in bed. Cleaned up the factory Mazda ports but kept all port timing stock. Also cleaned up the exhaust ports and did the initial clean on the irons and housings. This was the first time I have "ported" an engine in over 6 months and man I don't miss it one bit.
I was also able to get the Sake Bomb Dual oil cooler kit installed. I tried fitting the cheap Ebay GTC front end but its fitment is terrible. I'm not sure a body shop can make it work or not so looks like that was $300.00 wasted.
Either way, it isn't getting built as fast as I like, However, as long as I can find 4-5 hours a week to mess with it, it should be up and running soon.
I was also able to get the Sake Bomb Dual oil cooler kit installed. I tried fitting the cheap Ebay GTC front end but its fitment is terrible. I'm not sure a body shop can make it work or not so looks like that was $300.00 wasted.
Either way, it isn't getting built as fast as I like, However, as long as I can find 4-5 hours a week to mess with it, it should be up and running soon.
Its been 3 months and not a whole lot to update as kids/wife and work have taken up most of my free time. With the kids sports coming to an end and my TN Titans firmly on their way to the number 1 draft pick I can start spending a little more time in the garage in the coming months.
With all the above said, the engine is assembled and back in the car. Got all the engine externals back from powder coating and am happy with the results.
Turbo kit is completed from Addicted Performance and will likely pick it up when I pick my Supra up from their shop. I decided on the 8374 Internal gate.
Order a bunch more parts including Sake Bomb Full plug and play coil pack setup and their rear fire extinguisher mount.
Ordered all new pulleys from Banzai along with my favorite mod to about any FD which is their FD trans cross member.
A bunch of other stuff has been ordered and I will try to post updates with pics in the coming days.
With all the above said, the engine is assembled and back in the car. Got all the engine externals back from powder coating and am happy with the results.
Turbo kit is completed from Addicted Performance and will likely pick it up when I pick my Supra up from their shop. I decided on the 8374 Internal gate.
Order a bunch more parts including Sake Bomb Full plug and play coil pack setup and their rear fire extinguisher mount.
Ordered all new pulleys from Banzai along with my favorite mod to about any FD which is their FD trans cross member.
A bunch of other stuff has been ordered and I will try to post updates with pics in the coming days.
Joined: Mar 2001
Posts: 30,807
Likes: 648
From: FL-->NJ/NYC again!
Good to see some progress big D, you're going to love the Sakebomb Garage coil setup...... great kit that's very complete. The harness alone is a big time saver during the install 
Complete Package - IGN-1A Ignition Upgrade Kit + LHD Mount (FD3S RX-7) - SakeBomb Garage LLC
Complete Package - IGN-1A Ignition Upgrade Kit + LHD Mount (FD3S RX-7) - SakeBomb Garage LLC
It was always much easier to build a car as a single guy or married but no children. I'm going to start a build thread soon, and the process will be similar to yours ....
I am in the same boat now, but thankfully, I'm able to squeeze garage time between family activities. Slowly but surely, if you stick to it, it will get done!
I am in the same boat now, but thankfully, I'm able to squeeze garage time between family activities. Slowly but surely, if you stick to it, it will get done!
I've lost count of the number of FDs I have owned over the last 13 years. The number is somewhere north of 100. I've flown and driven all over the country to pick them up, drive or trailer them home. Never once have I had a FD leave me stranded on the side of the road. I've had issues where I've needed to pull over and repair them but never once left stranded.
So, I could do nothing but chuckle when the all mighty Supra that I recently purchased left me stranded on the side of the road.
I was driving the car about 3 hours over to Addicted Performance Unlimited to have the Precision 7675 removed for a much smaller 5862 and ECU install. Young guy asked me to get on it when I was pulling out of the gas stations and before I could get the opportunity the clutch pedal went to the floor and a big puff of smoke came from under the hood.
Had to have AAA tow me the remaining 108 miles to Addicted Performance where we discovered my $2500.00 QuarterMaster Clutch was pretty much destroyed. The previous owner was an EVO guy and it looks like he modified a EVO clutch setup to work on the Supra. Throw out bearing locked up and it destroyed the pressure plate. While I hate having to spend money I was planning to on the car, I wasn't really that bummed to get rid of the twin disc clutch.
The car is getting wrapped up right now at Addicted with the new 5862 turbo, Map 2 ECU, AEM Water/Meth install, NEw flywheel, New clutch and a host of other parts that needed replaced when the clutch went.
I'm interested to see if I enjoy the Supra more with the smaller turbo and new parts. SHould have it back in a couple weeks.
So, I could do nothing but chuckle when the all mighty Supra that I recently purchased left me stranded on the side of the road.
I was driving the car about 3 hours over to Addicted Performance Unlimited to have the Precision 7675 removed for a much smaller 5862 and ECU install. Young guy asked me to get on it when I was pulling out of the gas stations and before I could get the opportunity the clutch pedal went to the floor and a big puff of smoke came from under the hood.Had to have AAA tow me the remaining 108 miles to Addicted Performance where we discovered my $2500.00 QuarterMaster Clutch was pretty much destroyed. The previous owner was an EVO guy and it looks like he modified a EVO clutch setup to work on the Supra. Throw out bearing locked up and it destroyed the pressure plate. While I hate having to spend money I was planning to on the car, I wasn't really that bummed to get rid of the twin disc clutch.
The car is getting wrapped up right now at Addicted with the new 5862 turbo, Map 2 ECU, AEM Water/Meth install, NEw flywheel, New clutch and a host of other parts that needed replaced when the clutch went.
I'm interested to see if I enjoy the Supra more with the smaller turbo and new parts. SHould have it back in a couple weeks.